Device to identify vehicles of a model railroad train set by means of  remotely controllable coupling pairs

ABSTRACT

In order to create a system in the case of a model railway train which is composed of locomotives and wagons via remotely controllable coupling pairs by means of which, for remote control capability purposes, the sequence of the individual vehicles in the train as well as the location of a wagon in front of or behind a driving locomotive can be identified automatically, the invention proposes that a decoder be arranged in all the vehicles in the train, that these be connected to one another by a data bus, and that the capability be provided to subdivide the latter into two group areas, specifically into a group which is located in front of and a group which is located behind the locomotive, with the coupling pairs for pulling even long trains being stable, and being composed of an active coupling part and a corresponding mating coupling, each having a train hook in the form of a two-armed rocker lever.

BACKGROUND OF THE INVENTION

The invention is a device to identify vehicles of a model railroad trainset, including locomotives and cars, via coupling pairs and to controlthe train set remotely through a decoder that is placed in each vehicleand to transmit power and data via the train coupling pairs.

A model railroad train set includes a locomotive that is connected tocars on either side (front and/or back). At the same time the individualvehicles are connected with each other via coupling pairs. Anelectromagnetic coupling pair—where coupling and decoupling can becontrolled remotely via actuators that are integrated in the coupling—isknown from DE 100 44 088 A1. This coupling pair is configured as a2-pole connector and the actuators have a currency-flooded coil.Currently, the so called coupling UK-1 is the only available modelrailroad coupling that has a conductive connection as well as integratedactuators.

However neither the vehicles' succession within a train set nor thevehicles' orientation in relation to the locomotive can be determinedautomatically in the known model railroad train sets. However, thisinformation is necessary in order to control a model railroad train setremotely via a control center.

SUMMARY OF THE INVENTION

The invention is based on the task to create a device with which theorder of the vehicles within a model railroad train set, the cars'orientation in relation to the locomotive and the car's location on thefront- or back-side of the locomotive so that the desired train set canbe controlled remotely.

According to the invention a decoder has been placed in all vehicles ofa train set—i.e. in the locomotive as well as in all cars. All vehiclesand their decoders are linked via a data bus and each vehicle couplingpair, when coupled into the train set, is used to transmit power as wellas data.

According to the invention, the data bus can be divided into two groups,when a resistor and a switchable electronic load are installed in thelocomotive decoder: one in a group at the front side of the locomotiveand one in a group at the back side of the locomotive.

In addition, the data bus has a voltage metering/tension gauge pervehicle of the train set—according to the invention—and all decoderswithin the train set measure the voltage that the locomotive's decoderprovides. As opposed to the decoders of those coupled cars that arelocated on the side prior to the resistor, the decoders of those coupledcars that are located on the side after the resistor measure a voltagethat is decreased by the amount of the voltage drop. Thus all decoderscan be divided into either the group with a higher voltage value or thegroup with a lower voltage value—depending on which side of thelocomotive the coupled cars and their decoders are.

In accordance with another feature of the invention the voltage drop atthe electronic resistor of each coupling pair that is measured in thedata bus determines the succession of the vehicles within a group of thetrain set. The advantage lies in the fact that the voltage values can betransferred together with a unique address of the respective vehicledecoder and that of all decoders, so that the succession of all vehiclescan be identified.

The coupling pairs that link the vehicles within the train set can berespectively controlled remotely. They each comprise an active couplingpart, the activator, and the opposite coupling. According to a specialfeature of the invention the active coupling part can have a two armedteeter-totter switch that can be rotated around a hinge and has a bentnose. When the teeter-totter switch is shut the angled latch triggersthat a movable notch engages in the catch mechanism of the respectiveopposite coupling. This kind of vehicle coupling is very sturdy so thateven long train sets can be pulled.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention as well as its characteristics and advantages will befurther explained in the schematically illustrated examples of theembodiment of the invention.

Depicting:

FIG. 1 illustrates the set up according to the present invention and itscoupling in order to identify the vehicles of a model railroad trainset, and

FIG. 2 illustrates in detail the one part of an advantageous remotelycontrolled coupling connection of two vehicles within the train set ofFIG. 1.

BRIEF DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 shows an extract of both data bus cables 10, 11 of a modelrailroad construction that links all vehicles within a train set andtheir decoders—in the embodiment of the invention car-decoder 12, thelocomotive-decoder 13 and the car-decoder 14 via vehicle coupling pairs15 and 16. A voltage source 17 of the power supply for the electricmotor of the locomotive illustrated.

The vehicle-identifying system with automatic recognition of the orderand orientation of the vehicles within a train set in relation to thelocomotive is as follows:

In a model railroad train set cars or locomotives can be connected toeither side of the propulsive locomotive—from here on also called“master.” In order to initiate the control command that opens a couplingpair 15, 16 at any arbitrary position within the train set via themaster, it is required that each car within the train set needs to beknown to and addressable by the master. In addition to the allocation ofa unique address, the master has to know in which order the addresses(cars or locomotives) exist in relation to the master. Furthermore, themaster requires the information whether a chain respectively group ofaddresses is located on the front-side or on the back-side of themaster. Finally, the master requires a clear information on theorientation of each address in relation to the master.

With this data an unambiguous remote control of each coupling pair 15,16 (establishing a vehicle connection) is made possible.

The system in detail:

First Step: Determine A Decoder Quantity

Each vehicle decoder 12, 13, 14 is allocated a factory-provided addressthat can never be repeated due to the conditions of production. Thus,the decoder receives its identity. The master decoder 13 can collectthese addresses via a suitable data telegram, e.g. via a request to alldecoders within the train set. Answers of the individual decoders getspread out over time, i.e. data overlay is prevented since all decodersanswer with a time delay. Accidental data overlays will lead to faultytelegrams that as a consequence, will have to be repeated. Withcompletion of this step, master 13 has all decoder addresses of a trainset.

Second Step: Grouping of Two Groups

With the help of a resistor 18 and a switchable electronic load 19, themaster can divide bus 10, 11 (2-pole conductive connection between alldecoders each via a suitable coupling pair) into two parts that vary indifferent voltage values. This occurs when the master engages its load19. All decoders 12, 13, 14 measure the voltage that is being suppliedby the master. However, those cars which are located on one side ofresistor 18 measure a voltage that is decreased by the amount of thevoltage drop and therefore lower than those cars on the other side ofthe master.

After the master has assembled all voltage values, all decoders can bedivided into two groups: the group with the higher and the group withthe lower voltage values.

These groups then correlate to the decoders (vehicles) that areconnected on either side of master 13. The corresponding voltagemetering is depicted in FIG. 1 with reference numerals 20, 21, 22.

Third Step: Succession of Vehicles Within A Group

In order to determine the succession within a group a measurable effectis required so that there will be a different measuring result in eachdecoder—depending on the decoder's position within the group. Thiseffect can be achieved when the feature of the coupling is used so thatthe connection can be provided with a minimal resistor. In case of theformerly mentioned coupling UK-1 the resistor amounts to 500 mOhm. Ifbus 10, 11, connecting all cars with each other is now heavily loaded oreven shorted, a measurable voltage drop of each coupling pair will bethe result.

Now the succession of the cars unfold out of the order of the voltagevalues. Since the voltage values are transferred with the unique addressof each decoder, all decoders can be arranged in the correct order oncethe measurement has been conducted.

Alternatively, each decoder could be equipped with a device thatinterrupts the current flow to the next decoder. Such a device wouldalso be suitable in determining the vehicles' succession when, due tothe opening of the bus connection, a data package would only betransferred to that decoder that has initiated the current flow'sinterrupt. In this case the order could be gradually determined. Adecoder would have to open the point of its disconnection and the masterwould have to determine which decoders can still be reached. In order todetermine the succession, this procedure has to be repeated for eachdecoder.

Fourth Step: Orientation of A Decoder

The orientation of a decoder is generally determined by the polarity ofthe to be measured bus voltage. If a vehicle gets turned around, thepolarity gets inverted. Concerning the wired coupling it needs to beensured that the two poles of bus line 10, 11 will not get swapped by avehicle. This needs to be assured with every assembly.

FIG. 2 shows one part 23 of the coupling connection. The other part ofthe coupling connection is not displayed in FIG. 2 but needs to beunderstood as the identical, however 180° rotated component of theopposite coupling to part 23.

Coupling part 23 (as well as the opposite coupling) has a coupling hook25 that is a two armed lever which can be rotated around hinge 24 andhas an angled latch 26. The opposite lever arm also possesses a pressurespring 30. Coupling hook's 25 latch 26 can snap into a notch 28 of theopposite coupling. The actuator of the coupling is as follows:

In order to protect the cavity between the contact of one swivel lever27 and one magnet 31 before coupling and to hold coupling hook 25 open,swivel lever 27 blocks coupling hook 25 in the position shown in FIG. 2.During the coupling procedure hook 29 of the opposite coupling (notshown in FIG. 2) presses against rotary contact 27 which hereuponrotates around a rotation axis 32 counter clockwise, e.g. about 70° anda related pressure spring 34 compresses.

During this rotation and also after the final position has been reached(about 70° counter clockwise as opposed to FIG. 2) the leading swivellever 27 establishes an electronic contact to the leading hook 29 of theopposite coupling via contact spring 35 which pushes on rotation axis32. Through this one pole the electric connection gets established. Thesecond pole gets established in analogy with the second, identicallypositioned hook 29 of the opposite coupling of coupling part 23 asdisplayed in FIG. 2 and the corresponding elements 27, 32, 35 of theopposite coupling.

In the locked condition latch 26 penetrates into notch 28 of theopposite coupling. At this time swivel lever 27 that has been turned 70°by then does not block the movement of coupling hook 25 anymore. Duringthe coupling procedure coupling hook 25 with its latch 26 glides alongthe hook 29 of the opposite coupling until it has reached notch 28 ofthe opposite coupling. Pressure spring 30 makes sure that latch 26slides into notch 28 right away.

When decoupling both coupling hooks 25 open up as they rotate outwardsdue to the lift of the electrically controllable magnet 31. Pressurespring 34 ensures that swivel lever 27 follows coupling hook 25 of theopposite coupling which is swiveling out, thus providing current forthose cars which need to be decoupled until they are completelydisconnected. In order to achieve a pre-coupling when coupling in acurve, hook 29 is equipped with a notch which is placed at its roundtip.

Latch 26 of coupling hook 25 can be angled slightly more than 90° fromthe coupling hook's longitudinal direction. When tractions of the trainset increase, pressure will be put on the coupling hook's 25 closingdirection.

Therefore pressure spring 30 can be made so small that it is onlyresponsible for closing coupling hook 25 but not for locking thecoupling it in place when high tractions occur. An additional advantagearising out of this is that lift magnet 31 can open coupling hook 25with a fairly small force.

As is apparent from the foregoing specification, the invention issusceptible of being embodied with various alterations and modificationswhich may differ particularly from those that have been described in thepreceding specification and description. It should be understood that Iwish to embody within the scope of the patent warranted hereon all suchmodifications as reasonably and properly come within the scope of mycontribution to the art.

1-24. (canceled)
 25. A device for identification of vehicles in a modelrailway train set composed of locomotives and cars via remotelycontrollable coupling pairs for remote control in combination with thetrain set, wherein a decoder is arranged in each vehicle and power anddata are transmitted via the train coupling pairs, comprising: a databus connecting all vehicles and their decoders with each other, isdivided into two groups by a resistor and a switchable electronic loadinstalled in the locomotive decoder, a first group of vehicles locatedahead of the locomotive and a second group of vehicles located behindthe locomotive, the data bus including a voltage metering in eachvehicle of the train set to permit all decoders within the train set tomeasure a voltage from the locomotive decoder, the decoders of thosecoupled cars that are located on a side following the resistor measuringa voltage that is decreased by an amount of a voltage drop at theresistor in comparison to the decoders of those coupled cars that arelocated on a side prior to the resistor, wherein the groups with thehigher and the lower voltage value correlate with the decoders andvehicles that are coupled in on either side of the locomotive.
 26. Thedevice according to claim 25, wherein each coupling pair comprises anelectronic resistor, voltage drop values at the electronic resistors ofeach coupling pair in the data bus determine the succession of thevehicles within a group of the train set.
 27. The device according toclaim 25, wherein each vehicle decoder has a unique electronic addressand wherein the voltage drop values can be transferred together with theunique address of the respective vehicle decoder, so that the positionof all vehicles can be identified.
 28. The device according to claim 26,wherein each vehicle decoder has a unique electronic address and whereinthe voltage drop values can be transferred together with the uniqueaddress of the respective vehicle decoder, so that the position of allvehicles can be identified.
 29. The device according to claim 25,wherein each decoder includes a device that can interrupt the currentflow to the next decoder permitting the vehicles' succession to bedetermined since, due to the opening of the bus connection, a datapackage from the locomotive will only be transferred to that decoderwhich has initiated the current flow's interruption.
 30. The deviceaccording to claim 25, wherein the coupling pairs are controlledremotely via a control center, each coupling pair comprising a firstcoupling part and an identical second coupling part that is rotated 180°from the first coupling part, the coupling parts each having a couplinghook that is a two armed lever which can be rotated around a hinge andhas an angled latch that will snap into a notch of the opposite couplingpart when the coupling hook is closed.
 31. The device according to claim26, wherein the coupling pairs are controlled remotely via a controlcenter, each coupling pair comprising a first coupling part and anidentical second coupling part that is rotated 180° from the firstcoupling part, the coupling parts each having a coupling hook that is atwo armed lever which can be rotated around a hinge and has an angledlatch that will snap into a notch of the opposite coupling part when thecoupling hook is closed.
 32. The device according to claim 27, whereinthe coupling pairs are controlled remotely via a control center, eachcoupling pair comprising a first coupling part and an identical secondcoupling part that is rotated 180° from the first coupling part, thecoupling parts each having a coupling hook that is a two armed leverwhich can be rotated around a hinge and has an angled latch that willsnap into a notch of the opposite coupling part when the coupling hookis closed.
 33. The device according to claim 29, wherein the couplingpairs are controlled remotely via a control center, each coupling paircomprising a first coupling part and an identical second coupling partthat is rotated 180° from the first coupling part, the coupling partseach having a coupling hook that is a two armed lever which can berotated around a hinge and has an angled latch that will snap into anotch of the opposite coupling part when the coupling hook is closed.34. The device according to claim 30, wherein the active coupling partpossesses a pressure spring that engages at the rotatable two armedcoupling hook that is located on the opposite side of the angled latchand that keeps the coupling hook in a locked position.
 35. The deviceaccording to claim 30, wherein the active coupling part includes anelectronically triggered lift magnet, such that when the lift magnet istriggered electronically, a lifting element will be extended that willhook onto the two armed coupling hook, swivel out and thus release thecoupling pair.
 36. The device according to claim 34, wherein the activecoupling part includes an electronically triggered lift magnet, suchthat when the lift magnet is triggered electronically, a lifting elementwill be extended that will hook onto the two armed coupling hook, swivelout and thus release the coupling pair.
 37. The device according toclaim 30, wherein the latch of the coupling hook is angled slightlygreater than 90° from a longitudinal direction of the coupling hook. 38.The device according to claim 34, wherein the latch of the coupling hookis angled slightly greater than 90° from a longitudinal direction of thecoupling hook.
 39. The device according to claim 35, wherein the latchof the coupling hook is angled slightly greater than 90° from alongitudinal direction of the coupling hook.